JPS58203256A - Controller for automatic transmission gear - Google Patents

Abstract

PURPOSE:To prevent shortage of a power from occurring on an upward slope, by varying a power shift pattern through detection of any drop in a car speed and the increase in the stepping volume of accelerating pedal. CONSTITUTION:In case a car speed drops in spite of the increase in a stepping volume of accelerating pedal, for example, in case running on an upward slope, and when it is detected that the change rate A(t) of the stepping volume of accelerating pedal is positive and the change rate V(t) of the car speed is negative, a power shift control pattern is selected through a means for deciding a control pattern shift for a transmission gear, and a shift control is commited so as to provide a sufficient torque to allow a car to run on the upward slope. This permits the recovery of said car speed drop with a small additional stepping volume of accelerating pedal. The installation of a system, which cancells a signal from the means for deciding a control pattern shift for a transmission gear after a given time elapsed, can eliminate the need for frequent shifting of the power shift control pattern to and from the normal shift control pattern.

Description

[Detailed description of the invention] The present invention relates to an improvement of a control device for a self-1111 seismic speed machine.

Conventionally, in the transmission concept 1@ of a transmission consisting of a torque converter and a multi-stage gear transmission mechanism, multi-stage gear shifting is performed according to a predetermined shift/+ turn according to the amount of accelerator depression, vehicle speed, etc. The 6-speed and 7-turn gear shifts, in which gear changes are made by switching the gears of the mechanism, are determined to obtain the desired driving characteristics of the axle, and the vehicle speed at which the soft transition from one gear to another is performed is , changes depending on the accelerator depression voltage. That is, in general, when the accelerator depression effect is small, a soft down is performed at a low vehicle speed, and the greater the accelerator depression/depression weight, the faster the vehicle speed at which soft up or soft down occurs. Since this shift pattern is basically determined from 1 to 1 for frequently traveled flat roads, it is inconvenient to use in places with many ups and downs and curved roads, such as mountainous areas. For example, when approaching a downhill slope or a flat road and reducing the amount of accelerator pedal depression, the gear transmission 11μ is soft-upped from a low speed gear to a high speed gear. When you approach the uphill slope again and press the accelerator, the transmission is in a high gear, so there will be a lack of driving force, and depending on how much you press the accelerator, the gear will be downshifted to a lower gear again. Therefore, soft-up and downshifts are frequently repeated. Additionally, when driving on a downhill slope, the power required to press the accelerator must be reduced, but this will cause the multi-gear transmission mechanism to be soft-up to the daytime mode, and engine braking will no longer be effective. In order to eliminate such inconveniences mainly when driving steadily in mountainous areas, the Sho QG-CO θ De No.
The gear transmission mechanism detects whether the vehicle is traveling steadily in the mountains based on vehicle acceleration, presence or absence of braking, road slope, etc., and switches the gear transmission mechanism to the low speed side if the vehicle is traveling steadily in the mountains and maintains the low speed gear. A control device for an automatic transmission is disclosed that prevents automatic transmission from shifting. This control device is effective when driving with frequent changes in the amount of accelerator pedal depression, but under driving conditions such as mountainous roads with relatively gentle slopes or flat roads and uphill slopes, it is difficult to use low gears. This is disadvantageous in terms of fuel efficiency as it tends to result in a lot of running, which is disadvantageous in terms of fuel efficiency. The control device of the present invention aims to provide a shift control device for a J transmission that eliminates shortages (7) and has high responsiveness. A transmission control pattern change determination means for generating a control/turn change signal, and a transmission control/turn change determination means according to a signal from the transmission control pattern change determination means.
The present invention is characterized by comprising a speed change signal generating means for generating a signal for changing the zeturn to the far side. This device has a function that cancels the signal from the transmission control/9-tap changer means after a predetermined period of time when at least either a low F of the vehicle speed or an increase in the overdrive is no longer detected. It is also possible to provide a canceling means and further to provide a canceling time setting means for adjusting the predetermined time according to the amount of depression of the accelerator. Therefore, in a preferred embodiment of the present invention, when the depression of the accelerator increases, In cases where the vehicle speed is low even though the vehicle is running uphill, for example when driving uphill, the power shift control pattern is selected by the transmission control 11 pattern change determination means, and the power shift control pattern is selected as a Shift control is performed so that the vehicle has sufficient torque, and a drop in vehicle speed can be recovered by pressing the accelerator a little. Also, the driving status is
When the two-shift control/main turn is no longer required, that is, when the driving condition is such that relatively little torque is required, the signal from the transmission control pattern change determination means disappears, and the normal shift control/main turn is performed. is selected, and the shift control is performed accordingly. Therefore, a situation in which the vehicle is driven in a lower gear than necessary does not occur, which is favorable in terms of fuel efficiency. Further, in another aspect of the present invention, the transmission control pattern is adjusted to prevent the power shift control pattern and the normal shift control pattern from being changed frequently and resulting in a poor driving position. A canceling means for canceling the boost from the turn change determining means for a predetermined period of time may be used to maintain the continuous speed change control pattern for J5T5 hours.

Further, it is also possible to configure such a configuration that the time required for pressing the accelerator is changed according to the amount of depression of the accelerator.

Hereinafter, embodiments of the present invention will be explained with full reference to the drawings.

Referring to FIG. 1, there is shown a cross-sectional view of an automatic transmission according to an embodiment of the present invention. This automatic transmission is composed of a torque converter 10, a multi-stage gear transmission am20, and an overdrive planetary gear transmission mechanism 50 disposed therebetween.

Torque converter 10fd, engine l1fj force +1 [
The turbine 12 has a pump 11 coupled to the pump 11, a turbine 12 disposed opposite the pump 11, and a nine snator 13 disposed between the punch 11 and the turbine 12, and the turbine 12 includes: An output shaft 14 is coupled.

A lock amplifier clutch 15 is provided between the converter output shaft 14 and the cylinder full. This lock-up clutch 15 is constantly pushed in the engagement direction by the operating pressure circulating within the torque converter 10. The clutch 15 is suddenly held in the released state by a release hydraulic pressure supplied from the outside.

The multi-stage gear transmission mechanism 20 includes a front-stage planetary gear mechanism 21 and a rear-stage planetary gear mechanism 22, and includes a front-stage gear transmission 11f21.
sun gear 23 and sun gear 24 of the rear planetary gear mechanism 22
They are connected by a melt connection @25. The input 411B26 of the multi-stage gear transmission 20 is connected to the connecting shaft 25 via the front multi-disc clutch 27, and to the internal gear 29 of the front planetary gear shift 1121 via the rear multi-disc clutch 28. ing. A front brake 30 is provided between the connecting shaft 25, that is, the sun gear 23, 24, and the transmission case.
The planetary carrier 31 and the internal gear 33 of the rear planetary gear mechanism 22 are connected to a blade shaft 34, and a rear brake 36 and a non-way clutch 3 are connected between the planetary carrier 35 of the rear planetary gear mechanism 22 and the transmission case.
7 is provided.

The overdrive planetary gear transmission 50 includes a planetary carrier 52 that supports the gradation gear 51 to rotate freely.
is connected to the output shaft 14 of the torque converter 10, and the sun gear 53 is connected to an internal gear 55 via a direct coupling clutch 54. Is there an overdrive play in the darkness between Sun Gear 53 and the transmission case? 5
6 is provided, and the internal gear 55 is connected to the human power shaft 26 of the multi-gear transmission mechanism 20. The multi-gear transmission mechanism 20 is of the conventional type and has three forward speeds and reverse/speed change speeds, and includes a clutch 27.28 and a brake 30.3.
1 can be operated appropriately to obtain the desired gear. The overdrive planetary gear transmission mechanism 50 connects the shaft 14.26 in a closed state when the @ayu latch 54 is engaged and the brake 56 is released (7, brake 56
is engaged L, and when the clutch 54 is released, the shaft 14.2
6 is combined with overdrive.

I am pregnant in Figure 7! The 121f speed machine has a hydraulic control circuit k
V. In this control circuit, hydraulic oil discharged into a pressure line 101 from an oil pump 100, which is a part of the engine output shaft, has its pressure Mu reduced by a pressure regulator 102 and is guided to a select valve 103. /, 2. D.N.R.

P has each soft position, and the select valve has /, two and D
When in position, pressure line 101 communicates with hoards a, b, and c of cell 103. Boat a is connected to the actuator 104 for IJ of the Sumikata clutch 28, and
When f103 is in the above position, the rear clutch 28 is held in the engaged state.

In addition, the hydraulic pressure from boat a is also introduced into the Jungft valve 105, and spring 1 acts on the valve 71-107 in the valve 105.
06, the spool 107 is pressed to the right in the figure. Boat c is connected to a second lock valve 108 and pressure in line 101 is applied to the valve 10 to keep it in the upper position in the figure. The pressure from boat b is applied to the second lock valve 108, so that when the pressure from boat b is not acting on the wrinkle extension 108, said valve 10
It works to push down 8. Boat a is further connected to/- comfort valve 105 via fin 130,
The win 131 of the soft valve 105 is connected to the pressure chamber 114bK advancing line 115 of the actuator 114 of the front brake 30 when the second lock box 10B is in the upper position. Furthermore, line 1 to boat C
/-3 is connected to the soft box 110 via 0G. When the actuation renoid 110a of the wrinkle extension 110 is excited, the line 109 is connected to the line 112. ``The actuator 113 of the latch 27 is guided to the actuator 113 of the clutch 27.
7 in the engagement direction. In addition, 17, the pressure in the line 112 is the release side pressure chamber 114aK4 of the actuator 114 of the front brake*aO, and the pressure in the actuator 114F is
i Operate the brake 3° in the release direction against the pressure in the holding side pressure chamber 114b. Select 9P103 contains a boat d that leads to pressure line 101 at the / position, and this boat dFJ, via line 135, /-27 feet square 10
5, further line 116el and rear brake 36
*frjc is applied to the actuator 117 of. /-,2
Knots 105 and 2-3/knots 11G are solenoid valves that are energized by a predetermined signal, and when the solenoid is energized, the spool is moved and the fins are set. This allows the speed change of /-J and 2-3, respectively. An action is taken. The control circuit also includes a cutback w=ex*tz that stabilizes the oil pressure from the pressure regulating valve 102, a downshift turtle 11118 for kickdown, and a pressure regulator 9f10 that adjusts the pressure according to the magnitude of the intake voltage.
The control circuit is further provided with a vacuum throttle valve 119 that changes the fin pressure from the engine 2, and a throttle backup valve 12G that assists the throttle valve 119. This soft valve 20G has a spool 202 that can slide inside the shaft hole 201, and this spool 202 has a square 20
When the solenoid 200a of No. 0 is excited by a signal, it moves downward. A line pressure boat 203 connected to the pressure line 101 and an output boat 204 are formed in the shaft hole 201. When the spool 202 is in the upper position, the line pressure boat 203 connects to the output boat 20.
4, and when the solenoid 200a is energized and the spool 202 moves to 0,000, both boats 203.
4 is disconnected, and the output boat 204 is opened to the drain hoard.

Direct coupling clutch 54 commands actuator 218 for engaging it, and overdrive brake 56 commands actuator 219i for operating this.

The actuator 219fdi combines the pressure chamber 220 and the release side pressure amount 221, and when hydraulic pressure is introduced into only the chamber 220, the brake 56 is engaged, and when hydraulic pressure is introduced into both chambers 220 and 221, the brake 56 is released. I can do it. The @ side pressure chamber 220 of the actuator 219 is connected to the pressure line 101. Output boat 204 of valve 200
It is connected to the release side pressure amount 221 of the actuator 219 via the ID fin 206 . Also, line 206
It is permanently connected to the actuator 218 of the f'i clutch 54. Therefore, when the solenoid 200a is energized, the spool 202 is moved downward, and the boats 203 and 204 are brought into communication.
r, release, brake 56 is released. As a result, the overdrive mechanism 5oFi is directly connected. Further, one boat 209 of the pressure regulating valve is connected by a line 210 to an input boat 211 of a lock-up control valve 225 for the lock-up clutch 15.

When the solenoid 225a of the lock-up control valve is energized, the boat 211 is communicated with the output boat 212, hydraulic pressure is introduced to the release side of the lock-up clutch 15 through the line 213, and the lock-up clutch 15 is disconnected. The table below shows the operational relationship between the brake and clutch in the above control circuit.

FIG. 2 shows a flowchart of the speed change control of the above-mentioned hydraulic control circuit, and shows the signal Vtt from the vehicle speed sensor 300.
l is input to the differentiator 301, the differentiator 301 generates a differential signal V(t), this signal is input to the comparator 302, and the comparator 302 outputs 0 when ◇(1) is positive, *( 1) is negative, a signal s/l-generates L, and this signal is input to the multiplier 3 (l).

Input signal A (υ
is input to the differentiator 305, and the differentiator 305 generates a differential signal input (1) [7, this signal input (1) is input to the comparator 306
When the signal person (t) is positive, the comparator 306 outputs /
, when negative, a signal s2 of θ is generated.

This signal S2 is input to multiplier 303. For example, if the accelerator depression sensor 304 output signal A(t) is as shown in FIG.
become that way. Further, when the signal from the vehicle speed sensor 3oo is as shown in FIG. 3(d), the output signals of the differentiator 301 and the comparator 302 are as shown in FIG.
It becomes as shown in L (f). Therefore, only when the multiplier 3o3 is stopped/, otherwise the signal is 0 -Is3Y
Output. The signal S3 corresponding to the signals shown in FIGS. 3(a) and 3(d) from the vehicle speed sensor 300 and the accelerator depression amount sensor 304 is as shown in FIG. 3(f). This signal +5S3 is input to an integrator 307, and the integrator 307 generates a signal t1 as shown in FIG. 3 (-) in response to a signal 53VC shown in FIG. 3 (fl).

Signal 1 from integrator 301. is input to comparator 308. The comparator 308 compares the signal t with the set value T1, and when the signal t is small, it is 0, and when it is large, the signal g is 0.
The output signal S3 of the multiplier 303, which generates s+, is also input to the inverter 309, and the inverter 309 outputs the inverted signal S5 (-1). In such a case, it will be as shown in Figure 3 (hl). This booster S4 is the integrator 3
10, and the integrator 310 outputs an integral signal t2. In this case, the signal t corresponding to FIG. 3(h) is
? It will look like Figure tl). signal t.

is input to the comparator 311. The n1 ratio converter 311 compares the signal t and the set value T, and when the signal t is smaller, it becomes 0.
, is large, @ outputs a / signal S6. This signal S
6 is manually input to the inverter 312, and the inverter 312 is inverter 17
4 which generates the signal S7, this signal 57td, the multiplier 3
13. On the other hand, the output signal Sq from the comparator 308 is input to the multiplier 314 and the inverter 315, and the inverter 315 outputs the inverted (7) signal Sg, and the signal -q
It is input to the SgFi multiplier 313. Multiplier 313.3
14 generates signals Sq and S10 which are 0 when all inputs 7112 are /, and 0 otherwise, and both of these outputs are manually input to the adder 316. Adder 316 generates 0 when both signals S9 and S10 are 0, and otherwise generates signal S// of F'i/. This signal S// is input to the determiner 317 and also to the remainder multiplier 313.

From the output of the above comparators 308, 311 to the above inverter 3
12.315, adder 31 by adding multiplier 313 and 314
The relationship leading to the output of 6 is shown in the table below.

Adder 316 Comparator 311 Comparator 308. Adder 316: Output signal □ Output signal
1 output signal 0 θ →
// 0 → O7/
→ 0 0 0 → 0. 0 / →' l ・：
0 − 1 / 0 →
0/' / → 0 determiner 317 determines the signal S//, and when the signal S// is 0, 11 When the signal S// is /, the signal C of α (α>/]
Output name. In this case, the output C of the determiner 317 is (,
When =/, it corresponds to normal shift control, and when C=α, it corresponds to seven-power shift control.

Accordingly, from the above table, when the output of the 710 multiplier 316 is /, the gear shift control is performed. -Furthermore, regarding the output of the ratio f unit 308, when the output is l, the conditions for changing from normal shift control to power shift control are satisfied. ■ Judgment number 317 is input and multiplier 318
are signals C and A1. Multiply by tl and get te'5tC-A1t)
Output.

+a), the corresponding signal C−A(
t) as shown in Figure 3 (J). The output C-A(υ) of this multiplier 318 is input to the speed change control circuit 319.

This shift control circuit 319 has an output V of the vehicle speed sensor 300.
(υ is also input. The speed change control circuit is preferably configured with a microcomputer, and human power V (tl, C-A (
Depending on the value of t), Kutoe issues a shift signal according to the normal or power shift line shown in the @da diagram, and according to this signal, l
-2 Solenoid 105a, :l of shift valve 105
-3 shift 9Pl 10 solenoid 110a, and 3
- The solenoid 200a of the daft valve 200 is energized and rapid occlusion is performed. The relationship between the blade of this speed change control circuit 319 and the gear position is shown in the table below.

A preferred embodiment of the control of the present invention (IC) will be explained with reference to FIGS. 3 to 6.

While the vehicle is traveling normally, the vehicle speed and the amount of accelerator depression are constantly detected as described above, and on a flat road where the vehicle is frequently traveled, the shift control is performed in accordance with the normal shift line shown in FIG. q, for example. Under this control, the output S3 of the multiplier 303 is 0
, and the integrator 307 as shown by A in FIG.
No integral waveform appears at the output t. On the other hand, the square "J4.
At the output t of the integrator 310 into which the inverted signal of the integrator 303 is input, an integrated waveform appears as shown by B in Fig. S (C).
/ Since the output is O as the initial condition of the IO multiplier 316, the inputs of the multipliers 313 and 314 do not match, and the output is 0.
The state of output #'io of JiT device 316 is maintained. This state is similarly maintained even if the output of the comparator 311 becomes /.

Now, in a driving situation where the vehicle speed decreases and the amount of accelerator pedal depression increases, for example, when driving up a metal plate,
Then, the output S3 of the multiplier 303 changes to l, and the integrator 3
07 output t, an integral waveform appears as shown by EC in Figure S (a). When this waveform exceeds the integral value T1, the output of comparator 808 appears as shown by D in Figure S (bl). l
Changes to On the other hand, the output S of the comparator 311 is
) continues to be 0 as shown by E, but it is inverted by the inverter 312, so the output S7 of the inverter 312 is /.

Therefore, the inputs of multiplier 314 match and this output S70
becomes /. As a result, the output S// of the adder 316 changes to / as shown by F in FIG.
A signal for changing the shift control according to the normal shift line to the shift control according to the power shift line, that is, the signal C=α, is issued, and the shift control circuit 311 is prompted to shift to the qth power shift line. Solenoids 105a and 110 on the @ side
a, send to 200a. This guy's steady state has changed 1.
A state in which the conditions for power shift control are temporarily not satisfied,
In other words, the output of the multiplier Jl generator 303 changes to 0, and as shown in FIG.
As shown by G in a), the output of the horizontal divider 307 becomes O,
The output t of the integrator 310 is indicated by H in FIG.

Even if an integral waveform appears in , the output of the detector 311 is t.

The power shift control is continued until T exceeds the set value T. Thereafter, even if the inputs of the multiplier 303 temporarily match as shown by 1 in FIG. This is because even if the output of the multiplier 314 changes to θ, the human power of the multiplier 313 remains the same until the signal t,... exceeds the set value T2, and the output of the adder 316 becomes /. This is to ensure that it is maintained.

As a result, it is possible to avoid a situation in which the speed change control is repeatedly changed, and stable driving can be achieved. After that, as shown by J in Fig. The output S6 of S6 changes to / as shown in Figure S ((2)), the output S7 of the inverter 312 changes to OKf, the inputs of the multiplier 3130 no longer match, and the output Sq
changes to 0. Therefore, the output of the adder 316 is
(shift control)+turn returns to normal shift control, as shown by M in FIG. Shift control according to the normal shift line continues until signal T exceeds the set value L. That is, after the signal S3 of the multiplier 303 changes, the signal from the speed change control circuit 319 is canceled after a predetermined period of time has elapsed. With the above control, the vehicle will not be driven in a lower gear than necessary, and
Fuel consumption can be saved.

FIG. 6 shows an example of a flowchart when the above control is performed by a microcomputer. Also, the speed change signal purple signal time can be changed by changing the set value T, , T, for example. , the setting value T may be decreased in association with the amount of accelerator depression in accordance with an increase in the amount of accelerator depression, thereby reducing the cancellation time.

[Brief explanation of drawings]

Fig. 1 is a cross-sectional view and hydraulic control circuit diagram of an automatic transmission according to an embodiment of the present invention, Fig. 2 is a flowchart showing control of an embodiment of the invention, and Fig. 3 shows the output of the components of the control circuit. Figure 4 is a graph showing the speed control curve.
31st is a graph representing an example of control according to the present invention;
FIG. 6 is a flow chart of another example of control according to the present invention. Explanation of symbols 10... Torque converter, 11... Bomb f 12... Turbine 13.
...Stator 15...Lock-up clutch 20...Multi-stage cylinder wheel transmission 27...Previous clutch 28...Rear clutch 30
...Front brake 36...Rear brake 50...
・Planetary gear mechanism for overdrive 103...Select valve 105.../-Kozoft valve 11G...2
-3 Shift valve 200...3-Dunft valve 300...Vehicle speed sensor 304...Accelerator depression amount sensor Patent applicant Toyo Kogyo Co., Ltd. Figure 3 Procedures Amendments Commissioner of the Japan Patent Office Kazuo Wakasugi 1 , Indication of the case 1982 Patent Application No. g773ta No. 2
・Name of the invention Automatic transmission control device 3 Relationship to the person making the amendment Name of the applicant (313) Toyo Kogyo Co., Ltd. 4, Agent I Address: 3-3-1 Kunouchi, Chiyoda-ku, Tokyo ( Main telephone number: 211-8741) - Name (5995)
Patent attorney Minoru Nakamura. 5 Date of amendment order Self-initiated: 6. 7. Subject of amendment Claims column of the specification Claims (1) Detecting a decrease in vehicle speed and an increase in the amount of accelerator depression and transmitting a transmission control pattern change signal transmission control/arm turn change determination means for generating a change in transmission control pattern; and shift signal generation means for generating a signal for changing transmission control/4' turn to a high speed side in accordance with a signal from the transmission control pattern change determination means. An automatic transmission control device characterized by: (2) a transmission control pattern change determination means that detects a decrease in vehicle speed and an increase in the amount of accelerator depression and generates a transmission control pattern change signal; and a transmission control pattern change determination means that detects a decrease in vehicle speed and an increase in the amount of accelerator depression a shift signal generating means for generating a signal for changing the control pattern to a high speed side; and a step for determining the transmission control pattern change when at least either a decrease in vehicle speed or an increase in the amount of accelerator depression is no longer detected. 1. A control device for an automatic transmission, comprising: canceling means for canceling a signal from the automatic transmission after a predetermined period of time has elapsed. (3) Shifting that generates a signal to change the transmission control pattern to a higher speed side in accordance with a signal from a transmission control pattern change determination means that detects a decrease in vehicle speed and an increase in the amount of accelerator depression and generates a transmission control pattern change signal. a signal generating means; a canceling means for canceling the signal from the transmission control no-lean change determination means after a predetermined period of time when at least either a decrease in vehicle speed or an increase in the amount of accelerator depression is no longer detected; and an amount of accelerator depression. 1. A control device for an automatic transmission, comprising: cancel time setting means for adjusting the predetermined time according to.

Claims (1)

[Scope of Claims] (C) Transmission control that detects a decrease in vehicle speed and an increase in accelerator depression and generates a change signal; and a transmission control that generates a change signal; A control device for a vehicle speed change, comprising: a speed change signal generating means for generating a signal for changing a transmission control pattern to a high speed according to a signal from a pattern change determining means. Transmission %i that detects an increase in the amount of depression and generates a transmission control pattern change signal
lJ control pattern change issuing means; and a shift signal generating means for generating a signal for changing the transmission control pattern to a high speed side in accordance with the signal from the shift m control pattern combination foot means;
The vehicle is characterized by further comprising a canceling means for canceling the signal from the transmission control/turn change determining means after a predetermined period of time when at least either a decrease in vehicle speed or an increase in accelerator depression is no longer detected. Cd5 A control device for a variable transmission that detects a decrease in vehicle speed and an increase in the amount of accelerator pedal depression and generates a high-speed aircraft control pattern change signal. a shift signal generating means for generating a signal for changing the transmission control/turn to a high speed side in accordance with the signal from the shifter determining means; Shift a control pattern automatic transmission characterized by comprising a canceling means for canceling the signal from the odor determining means after a predetermined time has elapsed, and a cancel time setting step for adjusting the predetermined time according to the amount of accelerator depression. Transmission control device.